CN115123447A - Multi-bow shallow draft ship type capable of being used for river and sea direct flow - Google Patents

Multi-bow shallow draft ship type capable of being used for river and sea direct flow Download PDF

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CN115123447A
CN115123447A CN202210866356.8A CN202210866356A CN115123447A CN 115123447 A CN115123447 A CN 115123447A CN 202210866356 A CN202210866356 A CN 202210866356A CN 115123447 A CN115123447 A CN 115123447A
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bow
ship
splitting
wave
ship body
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CN115123447B (en
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徐伟桐
蒋一
朱锋
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702th Research Institute of CSIC
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702th Research Institute of CSIC
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/32—Other means for varying the inherent hydrodynamic characteristics of hulls
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/14—Hull parts
    • B63B3/46—Stems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/10—Measures concerning design or construction of watercraft hulls

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  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)

Abstract

The invention relates to a multi-bow shallow draft ship type for river and sea direct flow, which comprises two pieces arranged side by side at the left and right, wherein a channel is connected between the two pieces to form an integrated structure ship body; the channel at the bow part is of a forward inclined lifting surface structure, and the rear part of the channel is of a horizontal plane structure and extends to the stern; a plurality of wave-splitting bows are arranged on the inclined rising surface structure at intervals along the transverse direction to form a longitudinal flow square multi-bow structure; the single wave-splitting bow is longitudinally arranged along the ship body, the slant angle and the transverse width of the head end and the tail end of the single wave-splitting bow are both minimum and gradually increase towards the middle part, and the slant angle and the transverse width of the middle part are both maximum; a plurality of stay woods are arranged on the plane structure at the stern part of the ship body at intervals along the transverse direction, and a distance exists between each stay wood and the stern end of the ship body; the bottom of the solid wood and the bottoms of the two sheet bodies are positioned on the same plane; the invention greatly enhances the wave resistance of the square bow flat hull in sea navigation, improves the course stability, has the capability of flushing the beach and setting the bottom, effectively reduces the pressure difference resistance, and is particularly suitable for the direct flow of the river and the sea.

Description

Multi-bow shallow draft ship type capable of being used for river and sea direct flow
Technical Field
The invention relates to the technical field of ships, in particular to a multi-bow shallow-draft ship type capable of being used for river and sea direct flow.
Background
The river-sea direct transportation mode can directly transport the goods to the destination through ships without transporting the goods at the river-sea mouth, and has the characteristics of high economic benefit, low time cost and high transportation safety. China has thousands of river water systems, and is one of countries with the longest coastline in the world, and the direct river-sea transportation mode can strengthen the cooperative communication between coastal cities and surrounding countries, and also provides transportation support for the economic development of Yangtze river basin cities and coastal cities.
The square bow flat-bottom ship type is used as one of ship types for direct river and sea due to shallow draft, large square coefficient and strong carrying capacity. The square bow flat-bottomed ship in the prior art has large bow wave slamming and is not suitable for navigating in the sea, and on the other hand, the flat-bottomed ship body has poor wave handling performance and poor course stability.
Disclosure of Invention
The applicant aims at the defects in the prior art and provides a multi-bow shallow draft ship type which is reasonable in structure and can be used for river and sea direct flow, so that the wave resistance and the course stability of a square bow flat-bottom ship body are greatly enhanced, the pressure difference resistance is effectively reduced, the resistance performance is optimized, and the ship has the capability of flushing and sitting at the bottom and is particularly suitable for river and sea direct flow.
The technical scheme adopted by the invention is as follows:
a multi-bow shallow draft ship type for river and sea direct flow comprises two sheet bodies which are arranged in parallel at intervals on the left and the right, and a channel is connected between the two sheet bodies to form a ship body with an integrated structure; the channel positioned at the bow part of the ship body is of a forward and upward inclined ascending surface structure, and the channel behind the inclined ascending surface structure extends to the stern in a horizontal plane structure; a plurality of wave-splitting bows are arranged on the inclined rising surface structure at intervals along the transverse direction to form a longitudinal flow square type multi-bow structure; the single wave-splitting bow is arranged along the length direction of the ship body, the slant angle and the transverse width of the head end and the tail end of the single wave-splitting bow are both minimum and gradually increased towards the middle part, and the slant angle and the transverse width of the middle part of the single wave-splitting bow are both maximum; a plurality of dead wood are arranged on the plane structure at the stern part of the ship body at intervals along the transverse direction, and a distance exists between the tail end of the dead wood and the stern end of the ship body; the solid wood bottom and the bottoms of the two sheet bodies are positioned on the same plane.
As a further improvement of the above technical solution:
the longitudinal lift angle of the ship body at the bow is 8-14 degrees, the oblique lift angle of the head and the tail of the wave splitting bow is 0 degree, the oblique lift angle of the middle position of the wave splitting bow 5 is 55-70 degrees, and the head and the tail of the wave splitting bow are respectively of forward and backward sharp angle structures.
The number of the wave-splitting bow and the number of the solid wood are three, the wave-splitting bow and the solid wood are arranged at intervals along the transverse direction, the cross sections of the wave-splitting bow and the solid wood are both V-shaped structures, the cross sections of the solid wood are kept consistent along the length direction of the solid wood, and the vertical dimension of the solid wood is consistent with that of the channel.
The longitudinal length of the wave-splitting bow is larger than that of the solid wood, and the horizontal spacing distance between the central lines of the adjacent wave-splitting bows is larger than that between the adjacent solid wood.
The longitudinal length of the single wave-splitting bow accounts for 0.18-0.26 of the length of the ship, the transverse width of the middle position of the single wave-splitting bow accounts for 0.05-0.12 of the width of the ship, and the horizontal interval between the central lines of the adjacent wave-splitting bows is 0.12-0.20 of the width of the ship; the longitudinal length of a single stiff wood is 0.15-0.25 of the ship length, and the horizontal interval between adjacent stiff woods is 0.05-0.10 of the ship width; the transverse width of each solid wood is 0.03-0.08 of the width of the ship, and the vertical height of each solid wood is 0.15-0.2 of the designed draft of the ship body; the distance between the dead wood tail end and the stern end of the ship body is 0.1-0.2 of the ship length.
The bottom surfaces of the single sheet bodies are all flat bottoms, the inner sides of the flat bottoms are in transitional connection with the channels through linear inclined rising structures, and the inclined rising angle of the linear inclined rising structures is 10-20 degrees.
The width of the channel is 0.45-0.55 of the width of the ship, and the vertical height of the channel is 0.15-0.2 of the designed draft of the ship body; the width of the flat bottom of each single sheet body is 0.12-0.18 of the width of the ship.
The top surface of the ship body is provided with a deck which is through from front to back, edges of two sides of the deck are symmetrically extended upwards to be provided with fenders, and the fenders extend from a bow to a stern; control chambers are symmetrically arranged on two sides of the deck at the position of the ship bow and are positioned above the joint of the inclined lifting surface and the plane structure.
A first inclined plane is arranged on the deck in front of the control room, a second inclined plane is arranged on the deck at the rear end of the control room, and a third inclined plane is arranged at the tail part of the deck at the stern end of the ship; the left ends and the right ends of the first inclined plane, the second inclined plane and the third inclined plane are respectively connected with the surrounding baffles on two sides, and the first inclined plane, the second inclined plane and the third inclined plane are inclined in a backward-downward trend; the inclination angles of the first inclined plane, the second inclined plane and the third inclined plane are gradually increased.
The front ends of the two sheet bodies symmetrically protrude forwards out of the ship body, and the front end surface of the ship body inclines backwards and downwards; the tail end of the deck protrudes backwards out of the ship body to form a flange, and the bottom surface of the flange is perpendicular to the stern end surface of the ship body.
The invention has the following beneficial effects:
the ship bow bypass structure is compact and reasonable in structure, the bypass characteristic of the ship bow is effectively improved by the arrangement of the longitudinal flow square multi-bow structure and the combination of the special wave splitting bow arrangement, the wave making characteristic and the wave resistance of the ship are greatly improved, the wave slamming force and the pressure difference resistance are reduced, the resistance performance is optimized, and the ship can navigate in the sea; the arrangement of the double bodies and the channels combines the stiff wood and the multi-bow structure, improves the navigation stability of the ship in stormy waves, enables the ship body to flush the beach and sit at the bottom, and is suitable for various water areas, in particular for the direct transportation of rivers and the seas.
In the invention, the slant angle and the transverse width of the head end and the tail end of the wave-splitting bow are both minimum and gradually increase towards the middle part, so that the water flow of the bow tends to the longitudinal direction from the transverse direction and flows through the hull longitudinally from between the wave-splitting bow, and the flow-around characteristic is effectively improved.
Drawings
FIG. 1 is a schematic view of the present invention.
Fig. 2 is a partially enlarged view of a point a in fig. 1.
FIG. 3 is a schematic view of another embodiment of the present invention.
Fig. 4 is a partially enlarged view of fig. 3 at B.
FIG. 5 is a cross-sectional view of a ragged bow of the present invention.
Figure 6 is a cross-sectional view of the stay of the present invention.
Fig. 7 is a schematic structural diagram of the invention in an shipping state.
FIG. 8 is a schematic view of the curve of the sailing resistance of the bow of the present invention under different longitudinal lifting angles.
FIG. 9 is a schematic diagram of curves of different slant angles and vertical acceleration of the hull at the middle of the wave-splitting bow.
FIG. 10 is a schematic diagram of curves of different angles of ascent and hull resistance at the middle of a wave-splitting bow according to the present invention.
Fig. 11 is a vertical acceleration comparison diagram of the longitudinal flow square multi-bow structure of the invention and a conventional square bow ship.
Fig. 12 is a resistance comparison diagram of the longitudinal flow square type multi-bow structure of the present invention and a conventional square bow ship type.
Wherein: 1. dull wood; 2. a sheet body; 3. a channel; 4. a lifting surface; 5. splitting a wave bow; 6. a control room; 7. a flange; 8. a deck; 81. a first inclined plane; 82. a second inclined plane; 83. a third inclined plane; 9. and (7) fencing.
Detailed Description
The following describes embodiments of the present invention with reference to the drawings.
As shown in fig. 1, 2 and 3, the multi-bow shallow draft ship for river-sea direct flow of the embodiment comprises two pieces 2 arranged in parallel at intervals left and right, wherein a channel 3 is connected between the two pieces 2 to form a ship body with an integrated structure; the channel 3 positioned at the bow part of the ship body is of a forward and upward inclined ascending surface structure 4, and the channel 3 behind the inclined ascending surface structure 4 extends to the stern in a horizontal plane structure; a plurality of wave-splitting bows 5 are arranged on the inclined rising surface structure 4 at intervals along the transverse direction to form a longitudinal flow square multi-bow structure; the single wave-splitting bow 5 is arranged along the length direction of the ship body, the slant angle and the transverse width of the head end and the tail end of the single wave-splitting bow 5 are both minimum and gradually increase towards the middle part, and the slant angle and the transverse width of the middle part of the single wave-splitting bow 5 are both maximum; a plurality of stay bars 1 are arranged on a plane structure at the stern part of the ship body at intervals along the transverse direction, and a distance exists between the tail end of the stay bar 1 and the stern end of the ship body; the bottom of the solid wood 1 and the bottoms of the two sheet bodies 2 are positioned on the same plane.
In the embodiment, by arranging the longitudinal flow square multi-bow structure and combining the special wave-splitting bow 5, the streaming characteristic of the bow is effectively improved, the wave resistance of the ship is greatly improved, the wave slamming force and the pressure difference resistance are reduced, the resistance performance is optimized, and the ship can navigate in the sea; the arrangement of the double bodies and the channel 3, the combination of the solid wood 1 and the multi-bow structure, the improvement of the operating performance and the navigation stability of the ship in stormy waves, the capability of flushing the beach and setting the bottom of the ship body, and the suitability for various different water areas, in particular for the direct transportation of rivers and seas;
the oblique lift angle and the transverse width of the head end and the tail end of the wave-splitting bow 5 are both minimum and gradually increase towards the middle part, so that the water flow of the bow tends to the longitudinal direction from the transverse direction, and longitudinally flows through the hull from the space between the wave-splitting bow 5, and the flow-around characteristic is effectively improved.
Further, the longitudinal lift angle of the ship body at the bow is 8-14 degrees, the oblique lift angle of the head end and the tail end of the wave splitting bow 5 is 0 degree, the oblique lift angle of the middle position of the wave splitting bow 5 is 55-70 degrees, and the head end and the tail end of the wave splitting bow 5 are respectively of forward and backward sharp corner structures.
As a preferable example of the present embodiment, as shown in fig. 5 and fig. 6, three numbers of the wave-splitting bow 5 and the solid wood 1 are arranged at intervals along the transverse direction, the cross sections of the wave-splitting bow 5 and the solid wood 1 are both V-shaped structures, the cross sections of the wave-splitting bow 5 and the solid wood 1 are kept consistent along the length direction of the solid wood 1, and the vertical dimension of the solid wood 1 is consistent with the vertical dimension of the channel 3.
In the embodiment, the single wave-splitting bow 5 extends backwards from the bow to the bottom of the ship body in the longitudinal direction, and preferably, the wave-splitting bow 5 is fully distributed with the inclined lifting surface structure 4 in the longitudinal direction and extends backwards to the joint with the plane structure along with the inclined lifting surface structure 4, so that the wave making of the bow is improved to the maximum extent.
In the embodiment, the wave-splitting bow 5 is arranged between the two sheet bodies 2 at equal intervals, so that the water flow performance is optimal and most stable.
The longitudinal length dimension of the wave-splitting bow 5 is larger than that of the solid wood 1, and the horizontal spacing distance between the central lines of the adjacent wave-splitting bows 5 is larger than that between the adjacent solid wood 1.
Specifically, the longitudinal length of a single wave-splitting bow 5 accounts for 0.18-0.26 of the length of the ship, the transverse width of the middle position of the single wave-splitting bow 5 accounts for 0.05-0.12 of the width of the ship, and the horizontal interval between the central lines of adjacent wave-splitting bows 5 is 0.12-0.20 of the width of the ship; the longitudinal length of a single stiff wood 1 is 0.15-0.25 of the ship length, and the horizontal interval between adjacent stiff woods 1 is 0.05-0.10 of the ship width; the transverse width of the single solid wood 1 is 0.03-0.08 of the width of the ship, and the vertical height is 0.15-0.2 of the design draft of the ship body; the distance between the tail end of the stay wood 1 and the stern end of the ship body is 0.1-0.2 of the ship length.
In the embodiment, the mechanical stay 1 is arranged as the deep V-shaped wedge body to improve the problem of poor maneuverability of the conventional flat-bottom hull in stormy waves, and the mechanical stay 1 is arranged to be slender to increase the course stability without increasing the resistance greatly.
Furthermore, the bottom surfaces of the single sheet bodies 2 are flat bottoms to form a double-body flat-bottom ship body, the inner sides of the flat bottoms are in transitional connection with the channels 3 through a linear inclined rising structure, and the inclined rising angle of the linear inclined rising structure is 10-20 degrees.
The width of the channel 3 is 0.45-0.55 of the ship width, and the vertical height of the channel 3 is 0.15-0.2 of the designed draft of the ship body, so that the ultra-shallow channel type ship body is formed; the width of the flat bottom of the single sheet body 2 is 0.12-0.18 of the width of the ship.
In the embodiment, the over-high vertical height of the stay wood 1 can influence the bottom flatness of the ship body when the beach sits on the bottom, and the over-low vertical height of the stay wood 1 can not obviously improve the course stability, so the vertical height of the stay wood 1 is close to the vertical height of the channel 3;
in the embodiment, the catamaran flat-bottomed hull is combined with the comprehensive action of the stiff wood 1, the course stability performance of the hull in stormy waves is effectively improved, the multi-bow configuration is combined to reduce the slamming of bow waves, the comprehensive seaworthiness performance of the hull in stormy waves is further improved together, and meanwhile, the two side sheet bodies 2 and the channel 3 of the hull enable the hull to realize beach flushing and bottom sitting, so that the catamaran type can not only sail in inland rivers and coastal waters, but also is suitable for beach landing and some shallow and complex waters.
Further, as shown in fig. 7, a deck 8 which is through from front to back is arranged on the top surface of the ship body, two side edges of the deck 8 are symmetrically extended upwards to form fenders 9, and the fenders 9 are extended from the bow to the stern; control chambers 6 are symmetrically arranged on two sides of a deck 8 positioned at the bow, and the control chambers 6 are positioned above the joint of the inclined lifting surface 4 and the plane structure; through reasonable and ingenious structural arrangement, the carrying space and carrying capacity of the ship are greatly guaranteed.
Furthermore, a first inclined plane 81 is arranged on a deck 8 positioned in front of the control room 6, a second inclined plane 82 is arranged on the deck 8 positioned at the rear end of the control room 6, and a third inclined plane 83 is arranged at the tail part of the deck 8 positioned at the stern end; the left ends and the right ends of the first inclined plane 81, the second inclined plane 82 and the third inclined plane 83 are respectively connected with the two side barriers 9, and the first inclined plane 81, the second inclined plane 82 and the third inclined plane 83 incline in a backward and downward trend; the inclination angles of the first inclined plane 81, the second inclined plane 82 and the third inclined plane 83 are gradually increased.
In this embodiment, the first inclined plane 81 and the second inclined plane 82 are provided to assist in lifting and ensure the loading space and the loading capacity of the ship, and the third inclined plane 83 is provided to facilitate the loading and unloading operation of the loaded goods.
In this embodiment, can also continue to lay ascending rail above enclosing fender 9 according to actual demand to the helping hand is in the security of guaranteeing the freight.
Furthermore, the front ends of the two sheet bodies 2 symmetrically protrude forwards from the ship body, and the front end surface of the ship body inclines backwards and downwards so as to achieve the purpose of front wave resistance; the tail end of the deck 8 protrudes backwards out of the ship body to form a flange 7, the bottom surface of the flange 7 is perpendicular to the stern end surface of the ship body, as shown in fig. 4, the inclined surface three 83 is convenient to assemble and disassemble, and the flange 7 is arranged behind the underwater propeller in the longitudinal position, so that the underwater propeller can be protected from being collided when the tail of the ship body collides.
Generally, the direction from the fore to the aft, i.e. the length direction of the hull, is the longitudinal direction of the hull; the directions of the left and right sides of the ship, namely the width direction of the ship body, are the transverse direction of the ship body; the vertical direction is vertical to the ship body.
As a preferred example of this embodiment, for the hull, the longitudinal lift angle of the bow is close to the attack angle of the incoming flow, which has a significant effect on the resistance, as shown in fig. 8, which is a relation diagram between different longitudinal lift angles and the resistance in the CFD simulation, it can be seen that as the longitudinal lift angle of the bow decreases (the longitudinal lift angles corresponding to four lines from top to bottom are 20 °, 16 °, 12 ° and 8 ° in sequence), the resistance gradually decreases; however, when the lifting angle is smaller than 12 degrees, the resistance reduction degree is not obvious any more, and it is seen on the figure that lines with lifting angles of 12 degrees and 8 degrees tend to coincide, and the longitudinal overlong stem is caused by considering the excessively small lifting angle and exceeds the constraint of the main scale and the integral configuration design of the ship body, so the longitudinal lifting angle of the stem keel is set to be 8-14 degrees, which is better for the resistance and the ship body configuration and is preferably 10-12 degrees.
As a preferred example of the embodiment, the width of the ship body is set to be B, the length of the ship body is set to be L, the design draft is set to be D, the width between the two sheet bodies 2 is set to be 0.6B, and the transverse width of the middle position of the wave splitting bow 5 is set to be 0.08B, so that the inclined rising angle of the middle position of the wave splitting bow 5 determines the whole configuration of the wave splitting bow 5, and the wave slamming and wave making resistance of the ship body are reduced to different degrees by different inclined rising angles and configurations of the wave splitting bow;
as shown in fig. 9, it can be seen that, as the slant angle increases (the slant angles corresponding to the four lines from top to bottom are 40 °, 50 °, 60 ° and 70 °), the vertical acceleration of the bow continuously decreases, because the slant angle increases, the bow 5 approaches to a deep V shape, which can greatly improve the blocking effect of the bow on the water flow and further reduce the wave slamming acting on the bow, but at the same time, when the slant angle is greater than 60 °, the decrease of the vertical acceleration is not obvious and gradually decreases;
as shown in fig. 10, it can be seen from the CFD simulation results of the hull resistance under different oblique lift angles at the middle position of the wave-splitting bow 5, that as the oblique lift angle increases (the four lines correspond to the oblique lift angles of 40 °, 50 °, 60 ° and 70 ° from top to bottom in sequence), the hull resistance as a whole tends to increase first and then decrease, because the oblique lift angle is smaller, the wave-splitting bow 5 tends to be flat, and the improvement on the lateral flow of the bow is weaker, so the resistance is larger, and when the oblique lift angle is larger, the vertical height of the wave-splitting bow 5 is larger, so the wet area is greatly increased, and the hull resistance is increased.
The calculation results of the vertical acceleration of the bow and the resistance of the ship body are integrated, the inclined rising angle of the middle position of the wave-splitting bow 5 is set to be 55-70 degrees, and is preferably 60-65 degrees, so that the wave resistance of the ship body can be greatly improved, and the resistance of the ship body can be properly reduced.
Further, comparing the vertical acceleration and the hull resistance of the ship in the four-stage sea condition with the conventional square bow ship in the prior art, as shown in fig. 11 and 12, it can be seen that the vertical acceleration of the ship in the longitudinal multi-bow ship type is obviously smaller than that of the conventional square bow ship type, and the hull resistance is slightly smaller than that of the square bow ship type, which means that the multi-bow ship type can reduce the wave thumping force acting on the ship, further reduce the motion response of the ship in the waves, improve the wave resistance of the ship, and simultaneously effectively improve the blocking effect of the square bow on the incoming flow, reduce the pressure difference resistance of the ship, and comprehensively improve the navigation capacity of the ship in the storms.
According to the invention, on the basis of considering objective factors such as restriction of a channel in a river region, large wind waves in an ocean navigation area and the like, the conventional square bow ship is improved to form a ship body integrating a longitudinal-flow square multi-bow twin-hull flat bottom with an ultra-shallow channel, so that on one hand, the streaming characteristic of the square bow is effectively improved, wave slamming force and pressure difference resistance are reduced, the wave resistance of the ship body is improved, and meanwhile, the resistance of the bow is reduced, on the other hand, the comprehensive action of the ultra-shallow channel, the stiff wood and the split bow enhances the course stability of the ship body in waves, and meanwhile, the flat bottom keel of two side sheets enables the ship body to flush the beach; and moreover, the transportation economy of the ship is effectively improved and guaranteed.
The above description is intended to be illustrative and not restrictive, and the scope of the invention is defined by the appended claims, which may be modified in any manner within the scope of the invention.

Claims (10)

1. The utility model provides a many bow shallow draft ship type that can be used to the river and sea directly, includes two lamellar bodies (2) of controlling interval and arranging side by side, its characterized in that: a channel (3) is connected between the two sheet bodies (2) to form a ship body with an integrated structure; the channel (3) positioned at the bow part of the ship body is of a forward and upward inclined ascending surface structure (4), and the channel (3) behind the inclined ascending surface structure (4) extends to the stern in a horizontal plane structure; a plurality of wave-splitting bows (5) are arranged on the inclined lifting surface structure (4) at intervals along the transverse direction to form a longitudinal flow square multi-bow structure; the single wave-splitting bow (5) is arranged along the length direction of the ship body, the slant angle and the transverse width of the head end and the tail end of the single wave-splitting bow (5) are both minimum and gradually increase towards the middle part, and the slant angle and the transverse width of the middle part of the single wave-splitting bow (5) are both maximum; a plurality of stay bars (1) are arranged on the plane structure at the stern part of the ship body at intervals along the transverse direction, and a distance exists between the tail end of each stay bar (1) and the stern end of the ship body; the bottom of the solid wood (1) and the bottoms of the two sheet bodies (2) are positioned on the same plane.
2. A multi-bow shallow draft ship type for direct sea-water flow as claimed in claim 1, wherein: the longitudinal lift angle of the ship body at the bow is 8-14 degrees, the oblique lift angle of the head end and the tail end of the wave-splitting bow (5) is 0 degree, the oblique lift angle of the middle position of the wave-splitting bow (5) is 55-70 degrees, and the head end and the tail end of the wave-splitting bow (5) are respectively of forward and backward sharp angle structures.
3. A multi-bow shallow draft ship type for direct sea-water flow as claimed in claim 1, wherein: the number of the wave-splitting bow (5) and the number of the solid wood (1) are three, the cross sections of the wave-splitting bow (5) and the solid wood (1) are V-shaped structures, the cross sections of the solid wood (1) are consistent along the length direction of the solid wood, and the vertical dimension of the solid wood (1) is consistent with that of the channel (3).
4. A multi-bow shallow draft vessel of the type usable for sea-to-river direct transfer as claimed in claim 3, wherein: the longitudinal length of the wave-splitting bow (5) is larger than that of the solid wood (1), and the horizontal spacing distance between the center lines of the adjacent wave-splitting bows (5) is larger than that between the adjacent solid wood (1).
5. A multi-bow shallow draft vessel of the type usable for sea-to-river direct transfer as claimed in claim 4, wherein: the longitudinal length of each single wave-splitting bow (5) accounts for 0.18-0.26 of the length of the ship, the transverse width of the middle position of each single wave-splitting bow (5) accounts for 0.05-0.12 of the width of the ship, and the horizontal interval between the central lines of adjacent wave-splitting bows (5) is 0.12-0.20 of the width of the ship; the longitudinal length of a single stay wood (1) is 0.15-0.25 of the ship length, and the horizontal interval between adjacent stay wood (1) is 0.05-0.10 of the ship width; the transverse width of each solid wood (1) is 0.03-0.08 of the width of the ship, and the vertical height of each solid wood is 0.15-0.2 of the design draft of the ship body; the distance between the tail end of the stay wood (1) and the stern end of the ship body is 0.1-0.2 of the ship length.
6. A multi-bow shallow draft ship type for direct sea-water flow as claimed in claim 1, wherein: the bottom surfaces of the single sheet bodies (2) are all flat, the inner sides of the flat bottoms are in transitional connection with the channels (3) through a linear inclined rising structure, and the inclined rising angle of the linear inclined rising structure is 10-20 degrees.
7. A multi-bow shallow draft ship type for direct sea-water flow as claimed in claim 6, wherein: the width of the channel (3) is 0.45-0.55 of the ship width, and the vertical height of the channel (3) is 0.15-0.2 of the designed draft of the ship body; the width of the flat bottom of the single sheet body (2) is 0.12-0.18 of the width of the ship.
8. A multi-bow shallow draft ship type for direct sea-water flow as claimed in claim 1, wherein: the top surface of the ship body is provided with a deck (8) which is through from front to back, edges on two sides of the deck (8) symmetrically extend upwards to be provided with fenders (9), and the fenders (9) extend from the bow to the stern; control chambers (6) are symmetrically arranged on two sides of a deck (8) positioned at the bow, and the control chambers (6) are positioned above the joint of the inclined lifting surface (4) and the plane structure.
9. A multi-bow shallow draft vessel of the type usable for sea-to-river direct transfer as claimed in claim 8, wherein: a first inclined plane (81) is arranged on the deck (8) positioned in front of the control room (6), a second inclined plane (82) is arranged on the deck (8) positioned at the rear end of the control room (6), and a third inclined plane (83) is arranged at the tail part of the deck (8) positioned at the stern end; the left ends and the right ends of the first inclined plane (81), the second inclined plane (82) and the third inclined plane (83) are respectively connected with the surrounding baffles (9) at the two sides, and the first inclined plane (81), the second inclined plane (82) and the third inclined plane (83) incline in a backward and downward trend; the inclination angles of the first inclined plane (81), the second inclined plane (82) and the third inclined plane (83) are gradually increased.
10. A multi-bow shallow draft vessel of the type usable for sea-to-river direct transfer as claimed in claim 8, wherein: the front ends of the two sheet bodies (2) symmetrically protrude forwards from the ship body, and the front end surface of the ship body inclines backwards and downwards; the tail end of the deck (8) protrudes backwards out of the ship body to form a flange (7), and the bottom surface of the flange (7) is perpendicular to the stern end surface of the ship body.
CN202210866356.8A 2022-07-22 2022-07-22 Multi-bow shallow draft ship capable of being directly used in river and sea Active CN115123447B (en)

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CN1642806A (en) * 2002-01-28 2005-07-20 彼得·C·德马科 Integrated entry air cushion marine vessel and marine platform
CN202414088U (en) * 2011-12-02 2012-09-05 大连海事大学 Two-dimensional-flow ocean liquid hydrogen transport ship with dual-semi diving bows
WO2013154659A2 (en) * 2012-04-12 2013-10-17 Navatek, Ltd. Planing hull for rough seas
WO2015184508A1 (en) * 2014-06-05 2015-12-10 Little Anthony Boat hull
CN204916099U (en) * 2015-09-18 2015-12-30 吉宝（南通）船厂有限公司 Semi -submerged barge tilting dive stern deadwood
CN209506008U (en) * 2018-12-10 2019-10-18 无锡东方高速艇发展有限公司 A kind of ultra-shallow draft high-speed boat
CN210083467U (en) * 2019-10-14 2020-02-18 广州华航船舶与海洋工程设计有限公司 Wave-penetrating catamaran

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1642806A (en) * 2002-01-28 2005-07-20 彼得·C·德马科 Integrated entry air cushion marine vessel and marine platform
CN202414088U (en) * 2011-12-02 2012-09-05 大连海事大学 Two-dimensional-flow ocean liquid hydrogen transport ship with dual-semi diving bows
WO2013154659A2 (en) * 2012-04-12 2013-10-17 Navatek, Ltd. Planing hull for rough seas
WO2015184508A1 (en) * 2014-06-05 2015-12-10 Little Anthony Boat hull
CN204916099U (en) * 2015-09-18 2015-12-30 吉宝（南通）船厂有限公司 Semi -submerged barge tilting dive stern deadwood
CN209506008U (en) * 2018-12-10 2019-10-18 无锡东方高速艇发展有限公司 A kind of ultra-shallow draft high-speed boat
CN210083467U (en) * 2019-10-14 2020-02-18 广州华航船舶与海洋工程设计有限公司 Wave-penetrating catamaran

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